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The Impacts of public transport policies on a non
mobility area: French study case in the north of France
Aurélie Mahieux, Lucia Mejia-Dorantes
To cite this version:
Aurélie Mahieux, Lucia Mejia-Dorantes. The Impacts of public transport policies on a non mobility area: French study case in the north of France. 2013. �hal-01006684�
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THE IMPACTS OF PUBLIC TRANSPORT POLICIES ON A NON MOBILITY
1
AREA: FRENCH STUDY CASE IN THE NORTH OF FRANCE
2 3
Aurélie Mahieux (corresponding author)
4
University of Lille 1 – EQUIPPE and IFSTTAR AME DEST
5
Faculté des Sciences Economiques et Sociales
6
Bât Sh2 - Cité scientifique
7
59655 Villeneuve d'Ascq Cedex, France
8 E-mail: aurelie.mahieux@ed.univ-lille1.fr 9 10 Lucia Mejia-Dorantes 11
Fraunhofer Institut für System und Innovationsforschung ISI
12 Breslauer Strasse 48 13 76139 Karlsruhe, Germany 14 E-mail: lucia.mejia-dorantes@isi.fraunhofer.de 15
ABSTRACT
16
Many regeneration projects aim at producing a benefit of the population around them. 17
However, it may happen that the socio-economic problems and needs of the territory 18
involved are not completely understood. 19
This paper reports on a case study of the northern part of France, namely Bassin-Minier, 20
which used to be a coal mining area. It is a particular metropolitan area with a specific 21
geography and spatial distribution, which faces different social problems, along with a 22
limited public transportation system. 23
Focus groups were used as a methodology to disentangle the transport behaviour, 24
situation and needs of the people living or working in this specific territory due to the 25
limited availability of other recent sources of information. We have chosen to focus 26
specifically on groups with limited availability of transportation or in risk of social 27
exclusion. This research also aims at contrasting different future and recent transport 28
and regeneration projects with the population under study, to understand whether these 29
projects are found beneficial by them. 30
Keywords: public transportation, private transportation, focus groups, qualitative 31
analysis, household travel survey 32
1. Introduction
33
Although there are many definitions of “urban regeneration”, they basically agree on the 34
fact that it is a process in which different authorities intend to foster the social and 35
economic development of a certain region (Couch et al., 2011) by bringing back 36
economic activity to the area, and by promoting the enhancement of the urban 37
environment. Our study area is particularly affected by this phenomenon after the 38
decline and closure of the mining industry in the 80s (Conférence Permanente du Bassin 39
Minier, 1998). Moreover, it is widely accepted by researchers that transport 40
disadvantage reduces the opportunities of socio-economic development and may 41
contribute to social exclusion. Among other factors, the lack of an adequate transport 42
provision limits the possibilities to access different basic services {Levitas 2007 #288}. 43
During the last years, different policies have been implemented aiming at regenerating 44
the economic, social and environmental situation of the towns belonging to the Bassin-45
Minier, which is the ex-coal mining area in the top North of France, in the Nord-Pas-de-46
Calais Region. For instance, think of the recently opened of the new museum Louvre-47
Lens. With regards to transportation, the improvement of public transportation has been 48
deeply discussed by means of one tramway and one Bus with a High Level of Service 49
(BHLS) lines. Unfortunately, to understand the mobility patterns of this area the two 50
only household travel surveys (HTS) available for this region were carried out between 51
2005 and 2006. In general terms, HTS show that the share of public transportation and 52
other sustainable modes is very low. This region is recognized to have had many 53
socioeconomic problems over the last decades. Therefore, one may think that why their 54
mobility patterns and needs are not well understood. 55
The study of mobility patterns is in general made through different types of surveys, 56
such as travel and activity diaries, and time-use surveys. However, many researches 57
have shown the utility of qualitative methods to fill the gap of information, {Jones 2003 58
#601} even if quantitative and qualitative methods have always faced a division among 59
researches. In fact, the integration of quantitative and qualitative research has become 60
more and more common while the utility of both methodologies has been highlighted 61
(Sale et al., 2002) {Crang 2002 #128} {Bryman 2006 #600} {Zolnik 2009 #499}. There 62
has always been a debate on the reliability of qualitative methodologies due to the lack 63
of scientific rigor, however authors such as Clifton and Handy (2003), and Lovejoy and 64
Handy (2008), expose that qualitative studies elicit important information that cannot be 65
obtained by quantitative approaches because of the complexity of studying travel 66
behaviours. In fact, qualitative methodologies may help on the understanding of 67
quantitative results. Besides, methodologies such as focus groups (FGs), may be useful 68
to uncover the uncertainties provided by utility models. Lately, interesting qualitative 69
studies related to transportation have been carried out. For example, Lovejoy and Handy 70
(2008) used FG to study the transportation problems of Mexican immigrants in 71
California. By carrying out this study they obtained important information useful for 72
transport policy. More recently, Lucas (2011) presented the problems of social 73
exclusion in the Tshwane region of South Africa by using a qualitative methodology. 74
She exposes the problems of low income population and present appropriate solutions 75
to address their needs. 76
The objective of this paper is threefold: first, it is to show how people in this specific 77
area in the north of France commute; second, it is to explain their mobility patterns and 78
needs as a result of historical features and current situation; third, it is to propose 79
different policy alternatives aiming at reducing their accessibility problems to improve 80
their social and economic situation, which would contribute to urban regeneration. 81
Herein, we report he answer to questions about the point of view of the population on 82
the living environment, economic activities, transport, services and opportunities for a 83
further development. We chose different segment of population like students, retired 84
people, working population and people in social reintegration. We show that there are 85
important differences in mobility behaviours and patterns which depend on age of 86
population and urban form. The methodology of the FGs helps to fill the gap over 87
uncertainties provided by quantitative analyses and to explain results provided by the 88
two available HTS. It proves to be an important tool for a better understanding of 89
mobility behaviour and finally, it helps to evaluate transport services and to better 90
comprehend the variables which influence the location of inhabitants. 91
This paper is divided into 6 sections. After this introduction, section 2 describes the 92
study area, past and present trends. Section 3 presents the methodology of this study 93
along with the sample. Afterwards, section 4 discusses the main findings of the several 94
FGs conducted. Finally section 5 suggests some policy implications and presents the 95
conclusions. 96
2. Overview of the case study area
97
In general, the Nord-Pas-de-Calais region, in the north of France, is a very interesting 98
case study. Located in the heart of Europe, the crossroad of three main European 99
capitals (Paris, Brussels and London), it is benefited by an excellent geographical 100
situation with many different transport infrastructures, such as highways, neighbouring 101
waterways, high speed rail, and dense rail networks. However, these infrastructures 102
have not been enough to promote integration and development. As mentioned by 103
different authors {Di Ciommo 2006 #606} {Laigle 12/2007 #607} different problems 104
related to socio-spatial cohesion still remain. The socio-professional characteristics of 105
the population show the industrial past of the region with only 12.2% of employees in 106
skilled or intellectual jobs in 2006. This area has not really recovered from the past 107
social and economic crises and it is still an area that concentrates different problems 108
such as high mortality, scholar abandon, and unemployment. 109
As explained by Couch {Couch 2011 #588} the conurbations of Lille experienced 110
already in the 50s and 60s a decline of the textile industry, and years later it took the 111
turn to the mining industry. The coal mining industry officially finished its activities in 112
1990 and since then, it has been a territory under regeneration. In general terms it was 113
expected that tertiary sector jobs would take the lead in economic development. 114
Many different measures have been taken as urban regeneration initiatives. As an 115
example, in 2002, the French Government decided to promote the development of 116
Lyon, Lille and Marseille into European cities {Couch 2011 #588}. More recently, the 117
inauguration of the museum of Louvre-Lens, which is linked to the famous Louvre in 118
Paris aims at improving the image of this former coal-mining territory. Couch et al. 119
{Couch 2011 #588} provides a thorough vision of urban renewal adopted by France in 120
the last decades. 121
Nowadays, this territory has two important transport projects, the first is a tramway line 122
from Lens-Liévin-Hénin-Carvin and the second is a BHLS one from Béthune to Bruay-123
la-Buissière. They concern the most frequent bus routes named “BuLLe” with the 124
highest number of passengers. 125
This coal-mining area has a surface area of 76,115 hectares. It had a total of 594,017 126
inhabitants in 2011. It also corresponds to the urban transport perimeter of the Syndicat 127
Mixte des Transports (SMT) Artois-Gohelle (Regional Transport Authority) as shown 128
on Figure 1. The SMT Artois-Gohelle is the local authority in charge of transport and 129
mobility policies for 115 towns belonging to its territory. Few studies concerning this 130
area with regards to transport issues exist. One study shows a very low household 131
motorization in Lens (Lambert et al., 1988). However, this territory presents special 132
features. It is a polycentric territory with two main centres: Lens (36,120 inhabitants in 133
2008) and Béthune (25,697 inhabitants in 2008). It also presents suburban, peri-urban 134
and rural belts. 135
[INSERT FIGURE 1 ABOUT HERE] 136
2.1. Understanding former mobility patterns in the Coal Mining area of Lille
137
Our studied territory is made of 115 towns where each one has a completely different 138
density of inhabitants with different transportation needs. Nevertheless, they are all 139
grouped in one urban transport perimeter. 140
Around 1965, oil consumption exceeds coal consumption. This is the beginning of the 141
decline of the French coal industry. Oil is cheaper than coal. The coal mining industry is 142
less productive in the Nord-Pas-de-Calais Region than in the other French regions. This 143
new source of energy will come to confirm the decline of the industry of coal mining 144
(Langrand and Paris, 1995). 145
During the mining era, services were concentrated around the mine shaft. Miners and 146
their families could access all the services and jobs on foot (Froger et al., 2010). This 147
explained short distances between their homes and workplaces. The social mining 148
system provided many handouts to miners’ families in terms of transport, habitat, 149
healthcare or education. Nowadays, it is more difficult because jobs, services such as 150
education, health and shopping centres are more scattered around the territory. So, it 151
creates many trips, mostly carried out by private car (63% around Lens, 71% around 152
Béthune against 60% for the French average). 153
[INSERT FIGURE 2 ABOUT HERE] 154
2.2. Current mobility patterns
155
Table 1 represents the main transport mode used considering the place of residence of 156
the interviewees in the HTS available on the study area. We have identified, by 157
analysing the two available HTS, the need to reduce the number of car journeys and to 158
encourage public transport usage in order to promote a more suitable mobility. The 159
most important result of these two HTS is the 2% of share for urban public transport 160
whatever the place of residence. In other words, it means, for our study area, only 2% of 161
people take the bus to realise their displacement if you live in a rural or a peri-urban 162
zone or in a centre. Surprisingly, it means even in very dense territories (like in centre, 163
urban pole or secondary pole), the market share of public transport is only of 2%. 164
[INSERT TABLE 1 ABOUT HERE] 165
The quantitative results of the HTS exploitation are not satisfactory. For example, it 166
does not explain the weak share of the public transport whatever the place of residence. 167
Qualitative analysis can help to interpret quantitative results more easily and efficiently 168
(Stopher and Jones, 2001). 169
Although HTS intend to provide information regarding the mobility patterns of the 170
population of a certain territory in a representative manner, there are different authors 171
such as Atkinson and Kintrea (2001) and Levitas et al., (2007), that discuss that certain 172
groups are -at least- under-represented in HTS. They may suffer from a high degree of 173
transport exclusion and other related area effects that we are not able to distinguish from 174
the HTS results. A qualitative approach, considering the specificities of the population, 175
can be an interesting thing. So, we choose to realise FGs with different populations in 176
line with the specificities of the territory. The aim of the FGs is to provide a better 177
knowledge of the mobility behaviours and the representation of different transport 178
modes. 179
3. Methodology and sample
180
Qualitative analyses have received a lot of criticism. For example, the criticism 181
concerns the small number of participants in a FG, which cannot constitute a 182
representative sample (Linhorst, 2002). Paired with quantitative analyses, FGs can 183
provide more information about the studied topic. Qualitative methods provide useful 184
information, although their representation is by nature biased, they are in fact only 185
considered to be representative of themselves. As noted by Currie and Delbosc {Currie 186
2010 #610}, they are useful to explore causality among transport problems and social 187
impacts. 188
Moreover, as we explained before in the first section, it might happen that certain 189
population segments are not wholly represented in the survey, as explained by Hannes, 190
et al. {Hannes #602}. It commonly happens with young or poor people. Therefore these 191
population segments tend to be underrepresented. 192
The authors used FGs as a means for understanding certain minority groups which are 193
commonly not well represented in the HTS (Lucas, 2011, Lovejoy and Handy, 2008), in 194
order to inform, suggest and offer possible policy recommendations to improve their 195
situation. The information obtained is also useful in order to be compared with the 196
results of the two HTS available in the territory (2005 and 2006). 197
It is worth highlighting that no incentives were given to the people coming to the 198
sessions. Sessions were organised in conference rooms made available by the respective 199
employer or association. Participation was neither mandatory nor rewarded. 200
Beforehand, many meetings were held in order to present the aim of this study to 201
different authorities to allow these sessions to be held at their own center. 202
The sessions were always conducted by at least one of the authors with some external 203
help to note taking. Each group consisted of, on average, 10 participants and the 204
discussion lasted approximately one and a half hours. Sessions were carried out in an 205
informal manner, posing questions about certain topics in order to raise the discussion. 206
Nine FGs were carried out in different towns (Hénin-Beaumont, Carvin, Oignies and 207
Lens in the eastern part of the study area) during the year 2012. They were attended by 208
people coming from many different towns in the region that for any reason had to go to 209
the places where the FGs were realised. 210
We chose to focus on different types of population: Elderly (Retired), University 211
students, unemployed, people enrolled in different social reinsertion programs, people 212
involved in a cycling association and finally, regular workers without socioeconomic 213
problems, in order to contrast their point of view. These different types of population 214
offer a wide range of possible mobility solutions according to the specificities of our 215
study area. To our point of view they all had transport limitations and their point of 216
view about the transport situation of this area could disentangle both the lack of use of 217
public transportation reflected in the HTS and their social exclusion situation. Table 2 218
shows the professional profile of each FG. 219
1) Retired people and representatives of civil society from the “Conseil de 220
Développement de la Communauté d’Agglomération de Hénin-Carvin (CAHC)”: 9 221
people, 1 woman and 8 men. 222
2) Workers from the CAHC: 8 people, 4 women and 4 men. 223
3) Cyclotourists from different biking associations near Hénin-Beaumont: 6 people all 224
men. 225
4) Disadvantaged people from the community center for social action (CCAS) of 226
Carvin: 36 people divided into 4 groups. 227
- The first group was composed of 6 people: 5 women and 1 man. They were 228
mainly adult recipients of social minima and unemployed. 229
- The second group was composed of 10 people: 3 women and 7 men. They 230
were mainly young adults without professional project and too young to benefit from 231
the social minima. 232
- The third group was composed of 12 people: 8 women and 4 men. They were 233
mainly people in situations of illiteracy and who want to learn the basic skills. 234
- The last group was composed of 7 people all women. They were mainly adult 235
recipients of social minima (guaranteed minimum income), and unemployed. 236
5) Young people experiencing difficulties from an association of Oignies Rencontres et 237
Loisirs: 5 people, 2 women and 3 men. 238
6) Students from the Institute of Technology from Lens: 10 people, 6 women and 4 239
men. 240
According to this description, it is possible to assert that we focused on disadvantaged 241
people (5 out of 9 FGs). 242
[INSERT TABLE 2 ABOUT HERE] 243
Participants also completed individual questionnaires, mainly closed ended questions, 244
which main results are presented in Table 3. 245
[INSERT TABLE 3 ABOUT HERE] 246
Figure 3 shows the distribution of the participants of the nine FGs. This figure is just 247
focused on people who lived in the study area. Finally, maps similar to the one in Figure 248
3 were handed out to participants, who used them to answer questions as: Where do you 249
live? / Where do you carry out most of your activities? / Where do you enjoy going to? 250
[INSERT FIGURE 3 ABOUT HERE] 251
4. Main findings from the BM focus groups
252
After transcribing the FGs conducted, our qualitative analysis may be summarized into 253
8 points: representations of the study area, job opportunities, driving licence, car, urban 254
public transports, other transport modes, vision of structural planning projects and 255
vision of the sustainable development. The results presented below show the main ideas 256
extracted from the transcript of FGs. The use of a software to analyse the information 257
was tested but it showed no great outcomes. All the sessions were recorded and 258
transcript was carried out by one of the authors in the same language (French). 259
Unfortunately the use of the software is extremely linked with the accuracy of the 260
transcript. 261
4.1 Representation of the study area
262
The historical mining culture is still very present. This culture often means proximity 263
(workers from the CAHC). During the mining era, the populations were grouped around 264
the mine shafts. People didn’t have to travel, or just a little bit, to go to work or to other 265
places of service. All the services were accessible on foot. Natives are attached to their 266
territory of birth. 267
“Social and family roots have an impact on the choice of place of residence. These two 268
factors may be stronger in this area than anywhere else in France.” (Cyclotourists) 269
“We come from here, were born here, we have our roots here so obviously we have ties 270
... I stand in the neighborhoods where my parents lived, where my grandparents lived. I 271
have a cultural history here.” (Young person from Oignies) 272
There may also have a vision of a region suffered. For major cities of the study area, 273
facilities seem sufficient. This is not the case for the towns of Oignies and Carvin where 274
a lack of services and facilities exist. Most of participants want a larger services supply. 275
“Carvin station closed for twenty years: we had to move to Libercourt.” (First group of 276
disadvantaged people) 277
“The pool burned, we must now go to Courrières by bus.” (Third group of 278
disadvantaged people) 279
The maps handled out to the participants showed us that, especially in the case of 280
people in risk of social exclusion, the knowledge of the region is quite limited. They 281
tend to move in the same area for most of their activities. On the other hand, University 282
students tend to come to the territory to study but many do not live here. They go to 283
other places like the city of Lille for leisure activities. Finally, the groups of people in 284
the biking-group (cyclotourisme) have a more expanded vision of the territory and its 285
opportunities. 286
4.2 Job opportunities
287
People who already have a job or who are retired express the lack of activity on the 288
study area. Jobs in shopping centers are only available to very few disadvantaged. 289
“There are no jobs with high added value in the territory.” (Retired people) 290
“There is a lack of voluntarism to work elsewhere.” (Cyclotourists) 291
State handouts offered during the mining period remained rooted in some families. For 292
example, it is common for some people to go see the mayor of their city to get a job for 293
themselves or a family member. 294
4.3 Representation of the driving licence
295
Young or disadvantaged people link the access to employment with the possession of a 296
driving license or a private car. To find a job, as in many territories, a driving license is 297
essential. 298
“No job no money, no money no driving license: vicious circle!” “There are many 299
employers who say that without the driving license they do not hire.” (Young person 300
from Oignies) 301
“Now if you do not have a driving license you do not have work. There are many jobs 302
in which it is necessary.” (Second group of disadvantaged people) 303
The first problem is the price of the driving license, around 1,100€. The second 304
problem lies in the acquisition of knowledge of the Highway Code. 305
“I do not have a driving license because it is too expensive.” (First group of 306
disadvantaged people) 307
“I do not have a driving license because I mess with the code." (Young person from 308
Oignies) 309
4.4 Representation of the car
310
The majority of trips are made by car except when individuals do not have a driving 311
license. There are few recreational facilities in the area. The use of a car is essential to 312
have access to these facilities. The car remains the most often used, the fastest and the 313
most convenient transport mode. There is no problem to park in the study area 314
(Workers from the CAHC). 315
“Inevitably for me it is the most convenient way, maybe not in monetary terms but in 316
terms of time.” (Workers from the CAHC) 317
“Before, I had no car, I could not leave my home without my parents.” (Students from 318
the Institute of Technology of Lens) 319
To go to the Institute of Technology, it is more convenient to use one’s own car as train 320
and bus do not always match. Even to eat at the university restaurant which is not in the 321
Institute, it is sometimes necessary to go by car to save time on the often short noon 322
breaks(Students from the Institute of Technology of Lens). 323
The car is seen as used to purchase or carry heavy objects (cyclotourists). However, for 324
the elderly or retired people, the use of the car is not unproblematic (Retired people). 325
“We can no longer drive (aging of the population) ... my housekeeper brings me or my 326
niece because my children live far.” (Retired people) 327
4.5 Representation of the urban public transport
328
The problems incurred by the participants about the urban public transports are of 5 329
kinds: the service of the public transport (PT), the timetables, the travel times, the cost 330
of using PT and the other activities do not match properly the PT. 331
“It is for me a kind of concentration of transport of the strong points and other areas are 332
a little left out.” (Workers from the CAHC) 333
There is a clear desire for more PT in rural areas and on Sunday. As the population 334
lives more and more away from the centers, it is not possible to ignore the needs for PT 335
in the most rural areas. In the same way, on Sunday buses do not run except in Lens or 336
in Noyelles-Godault. So it is difficult to move if people do not own a car. 337
“Before there were buses to the Hénin-Beaumont hospital, now there are no more and it 338
is annoying.” (First group of disadvantaged people) 339
“On Sunday, buses do not run so we cannot do anything.” (Young person from Oignies) 340
“On Sunday there is no bus... it is blocked, it is dead.” (Third group of disadvantaged 341
people) 342
Shuttles could be generalized to specific events (markets, spectacles, fireworks). 343
Currently there are shuttles to the Béthune or Lens market organized by the transport 344
authority with a bus every half hour. 345
Timetables and travel times does not seem appropriate. There is a lack of PT during the 346
night for example for an evening out. To make PT more attractive it would be necessary 347
to increase the frequency and expand the timetables. In 2012, the transport authority 348
had made some changes on the organisation of the PT network. These changes in the 349
network of PT do not seem to have an impact on the trips of participants. 350
“If I do not take the bus to work it is mostly because the timetable is not suitable, there 351
is never a bus early in the morning so I take the car.” (Cyclotourists) 352
“The timetable is the problem, the bus runs until 8:00 pm after it no longer passes.” 353
(Young person from Oignies) 354
“It's hard for me to say that I leave the meeting because I have to take my bus.” 355
(Workers from the CAHC) 356
Travel times by bus are perceived as too long, sometimes longer than by car (workers 357
from the CAHC). For disadvantaged women, who live in Carvin, it is possible to 358
perform many activities by walking. Travel times by bus are often very long compared 359
to the travel time on foot (Second group of disadvantaged people). 360
“At least to move further, you must first go to Henin-Beaumont ... or you must take 4 361
buses.” (Young people from Oignies) 362
“There is no culture of PT here.” (Students from the Institute of Technology of Lens) 363
“They tell me all the time that's too long. For example to go from Carvin or Henin-364
Beaumont to Libercourt you need 40-50 minutes while you could do it in 10 minutes. 365
This is often one of the obstacles to the use of the PT.” (Third group of disadvantaged 366
people) 367
For most of participants, using PT is too expensive. Taking the PT with the family, for 368
example for leisures, can be costly (first group of disadvantaged people). There are 369
special rates for large families or disadvantaged people, but the information is hard to 370
be known and understood. 371
“Going by bus is even more expensive than taking the car.” (Retired people) 372
“It costs me even more to go to Lens and Béthune by PT.” (Workers from the CAHC) 373
Places of employment in the periphery of the study area are often few or not served by 374
PT. PT access is too long when accessibility exists. It is notably the case for the huge 375
shopping center of Noyelles-Godault (retired person). Another difficulty may be 376
transporting purchases when using PT. Difficulties must be an obstacle to the use of PT 377
(cyclotourists). There has been a development of alternatives by the most vulnerable 378
populations such as the use of the pushchair to help transport purchases (First group of 379
disadvantaged people). 380
4.6 Vision of the other transport modes
381
Carpooling is practiced by the students of the Institute of Technology of Lens, some 382
young disadvantaged people or workers in a same company. Elsewhere carpooling is 383
non-existent. Sometimes carpooling can be enhanced between participants in the same 384
meeting (cyclotourists). Carpooling is easy with some friends (third group of 385
disadvantaged people). Interestingly, the University of Lens (Institute of Technology of 386
Lens) has put into practice a good example of sustainable mobility with efficient 387
resources. They have implemented a system of car pooling where students are allocated 388
in groups according to their place of residence. Therefore it is easier for them to agree 389
on time-schedules to arrange home based trips to University and back. In the hall of the 390
University, a chart that must be completed is available. Students have to register their 391
name and place of residence as well as the start and the end of their classes. Everything 392
is organised to be easy for carpooling. Students find it advantageous, especially for 393
financial reasons, and do not consider that being classified by place of residence has any 394
negative connotation. 395
“There are systems unorganized, neighbours helping neighbours, illegal parking of car 396
and then make carpooling.” (Retired people) 397
Websites offering this service exist but the reflex is not yet developed. Carpooling is 398
difficult to implement, everyone has different schedules (cyclotourists, young people 399
from Oignies). 400
“We wanted to set up a table of carpooling for students who live in a same area can 401
meet… after free choice to accept carpooling or not.” (Students from the Institute of 402
Technology of Lens) 403
It is common to request the neighbours to be accompanied. Nevertheless, it is more 404
complicated with a large family. As a person in the first group of disadvantaged people 405
said: “it would required a minivan”. Anyway, car loan can not be envisaged. 406
“Asking someone to loan his car is like asking him to lend us € 20,000." (Third group 407
of disadvantages people) 408
Express Regional Train (TER) seems appropriate for the service to major centers of the 409
study area and the city of Lille. The problem will be in the bus service of the various 410
train stations in the area. 411
“You need 40 minutes to go to Lille. It does not take long to serve Libercourt.” (Third 412
group of disadvantaged people) 413
“I come from Béthune then I take the train, it's simple: Lens-Bethune it’s ok!” (Student 414
from the Institute of Technology of Lens) 415
Taking the train without a car is difficult because travel time by bus can be very long 416
(Young people from Oignies). 417
Concerning bike, this is not mentioned as an easy transport mode to use even if 72% of 418
participants have one. 419
“Here you go by bike and you get crushed easily.” (Students from the Institute of 420
Technology of Lens) 421
“People are afraid to cycle because they feel insecure about the car.” (Cyclotourists) 422
Bicycle use is perceived as complicated especially by the younger generations. 423
“We must succeed in getting a place among the cars.” (Fourth group of disadvantaged 424
people) 425
If distances are too small the bike is not used and people walk. If the distances are too 426
large they prefer to take the bus. Moreover, the weather conditions of the study area not 427
seem typically favourable. 428
“In the summer it's great when the weather is good.” (Third group of disadvantaged 429
people) 430
There are problems of connectivity between bike paths that are not continuous in the 431
area and barriers to the use of the paths (retired people). Cycling can be problematic to 432
make trips between home and the workplace (cyclotourists). There are some difficulties 433
to combine cycling and PT. It is not possible to take a bike on the bus and there are no 434
secured locations at the bus stops (first group of disadvantaged people). 435
Walking is practiced especially over short distances and disadvantaged populations. 436
“It saves money!” (First group of disadvantaged people) 437
The lack of pedestrian streets does not make travelling on foot easy. Often cars do not 438
respect restrictions. 439
“Cars are on the sidewalks and we must walk on the road.” (Fourth group of 440
disadvantaged people) 441
The use of walking limits the distances that can be travelled. But for some people this 442
would not be an obstacle to the realization of their activities because they can do many 443
things on foot (second group of disadvantaged people). 444
Concerning the new mobility services, participants to FGs have few or no knowledge of 445
the new mobility services implementing in the territory and proposed by the transport 446
authority and of their specific pricing. Private initiatives are therefore implementing. 447
For example, it is the case for carpooling at the Institute of Technology of Lens, 448
carsharing between the members of a same family or between neighbours. A walking 449
school bus is being tested in the city of Courrieres (cyclotourists). Reflection is ongoing 450
for serving peripheral employment areas, kind of industrial bus (workers from the 451
CAHC). 452
4.7 Vision of structural planning projects
453
Four projects were selected: the Louvre-Lens museum, the registration of the mining 454
area to the UNESCO World Heritage, the tramway project on the study area and the 455
project of Lille metropolitan area. All were invited to give their views and rank the 456
projects according to the importance they attached of these different projects. 457
These projects are mainly pointed at the city of Lens or other large centers of the 458
territory. It is difficult for participants to imagine that these projects will affect smaller 459
cities of the study area. Participants have a common vision of a redeveloping territory 460
with major projects. However, their opinions are mixed on these ones. 461
“What concerns me is that we have some projects, but there are no large industrial 462
projects.” (Retired people) 463
Overall, the Louvre-Lens generates excitement. Changes are immediately visible with 464
embellishment work in the city of Lens. For disadvantaged people, it is inconceivable 465
to go to the museum on their own (first group of disadvantaged people). 466
“We do not have the culture of going to the museum.” (Workers from the CAHC) 467
The tramway project set off suspicion: deformity of the landscape, noise from passing 468
trains. 469
The inscription of World Heritage site by UNESCO is increasingly challenged. It is a 470
pride for the children and grandchildren of miners (fourth group of disadvantaged 471
people). For other population groups, the effect of registration is considered as non-472
existent (students from the Institute of Technology of Lens, second group of 473
disadvantaged people). 474
4.8 Vision of sustainable development
475
All participants say they have some ecological sensitivity. However, they lead few 476
actions going in this direction. 477
“I feel concerned with ecology in the sense that I do not want to live in a garbage. [...] 478
Now, ecology is not accessible to any pocket either.” (Young people from Oignies) 479
Some people take on ecology. For example, some people choose to use the bike almost 480
systematically and defend the right of bike users (cyclotourists). Other people 481
participate in the environment committee at the development council of the CAHC 482
(retired people). 483
For all participants, there are no specific actions in favor of sustainable development. 484
These are mostly actions "strained": selective sorting of waste, composting, recovery of 485
rainwater... 486
The application of the ecological sensitivity to individual mobility is not automatic. 487
There is few modal shifts on sustainable modes or PT due to ecological purposes. The 488
use of walking or PT is more constrained than chosen. 489
“I force myself to take the bus from time to time in the interests of ecology.” (Second 490
group of disadvantaged people) 491
There is a need for sensitisation of the population. 492
“Elderly people sometimes also have difficulty to understand.” (Cyclotourists) 493
“Out of school, I see kids who throw their papers down and parents say nothing. Well 494
done!” (First group of disadvantaged people) 495
5. Conclusions and policy implications
496
FGs conducted helped to clarify the problems of this particular territory: 497
- The absence of a mobility culture in line with the mining history of study area, 498
- A strong sense of attachment to their territory of birth along with the perception of a 499
suffered territory, especially in the case of more disadvantaged people or elderly 500
people, whereas University students felt like it was not an interesting territory, and were 501
interested to move to other places in France if they had the opportunity. 502
- Vision of a well endowed with various services and equipments area, but stronger 503
need to being turned to Lille particularly in accessing to the labour market, 504
- Possession of a driving license and a private car is extremely needed to access to 505
employment opportunities, with many obstacles (especially financial obstacles), 506
- Problems in the organization of the PT in the territory (cost, opening hours, schedules, 507
frequency, service) but TER appear effective for serving the largest centres of the 508
territory, 509
- Difficulties and lack of culture of using the bike, hence people are forced to walk 510
(especially the most vulnerable population). The former would not be a problem, and 511
rather an opportunity for a healthy living, if only small shops like groceries, butchers, 512
markets, and leisure activities such as cinema, cafes, etc. around their neighbourhood 513
were not closing or moving out of the area. Socially excluded people, had a positive 514
image of the Louvre museum’s opening, however, they had no clear intention of 515
visiting. 516
Here are some solutions that could be implemented in the area. First, we can think of 517
some improvements on the PT network (reductions in travel time, conversion of the two 518
main bus routes into BHLS). Then, you can include aid for the obtainment of the 519
driving license or the Highway code to help with search efforts or return to work 520
(financial aids, aids for learning and understanding the Highway Code). There are also 521
social vehicle loans for people wishing to return to employment. Transport authority 522
may choose to provide more and better information about mobility services available in 523
the study area (paper communication, education and learning PT, awareness of the PT 524
network, better communication on specific rates for different populations). Another 525
solution could be the strengthening of economic and leisure activities throughout the 526
area to facilitate their access to the entire population. 527
More opportunities should be given to the people who want (or more realistically, 528
“need”) to have their driving license in order to access to employment alternatives. Thus 529
financial support is necessary. 530
Car pooling programs should be better advertised in firms around the territory in order 531
to reduce transport cost of employees. The government should enhance and promote 532
other transport plans for enterprises through different schemes, which have proved to be 533
positive for both the employers and employees. The Spanish publication from the IDAE 534
{IDAE 2006 #577} is an example of how to manage these plans. These options could 535
be better exploited when firms are located in major areas of economic activities. 536
Bike sharing schemes should start operating in this area, such as the one in Lille city 537
(V’Lille), in order to promote soft modes of transportation, especially for younger 538
people. 539
Economic activities, especially for retail shops, should be promoted by the local 540
governments; otherwise people would be in an even more disadvantaged position to 541
access their basic needs. 542
A clear and understandable publicity campaign for the territory regarding sustainable 543
transport should be put into practice. It was astonishing the number of people 544
(especially in a disadvantaged position) that did not use a monthly ticket but a single 545
one every day, even if the former is naturally the cheapest option. 546
Finally, this research is very helpful to understand the territory and it brings about new 547
opportunities, for example to improve public transport services, to improve the 548
questions in the next HTS and finally, to better understand the territory for several field 549
actors. This research also suggests some policy implications to allow an area in urban 550
regeneration to adopt a more sustainable mobility less focused on car use. 551
6. Acknowledgements
552
This research has been funded by the Nord-Pas-de-Calais Region and the French 553
Environment and Energy Management Agency (ADEME) within the research project 554
SUIM (Innovative Urban Services for new Mobility). The authors wish to acknowledge 555
these two institutions for their helpful support and Dr Odile Heddebaut, researcher at 556
the French Institute of Science and Technology for Transport , Development and 557
Networks (IFSTTAR), co-ordinator of the SUIM project. 558
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[TABLES] 589
Table 1 – Results from the Household Travel Surveys from the Lens (2006) and Béthune (2005) zones
590
591
Table 2 – Professional profile of people participating in the sessions
592
Foc usgroup RetiredUniversity S Non-qualif Qualified Unemployed Total
1 7 0 1 1 0 9 2 4 0 0 2 0 6 3 0 0 1 1 3 5 4 0 0 2 5 0 7 5 0 10 0 0 0 10 6 0 0 0 1 5 6 7 0 0 0 1 9 10 8 0 0 0 1 11 12 9 1 0 0 0 6 7 Total 12 10 4 12 34 72 P rofession 593
Table 3 – Main characteristics of people attending the sessions
594
Variable Description Obs Mean Std. Dev. Min Max
Persons 76 5.2632 2.9119 1 12 Sex Female=1 73 0.5479 0.5011 0 1 Age 70 37.3857 19.3550 17 87 Situation at home Reference= Mother Father 73 0.1644 0.3732 0 1 Son/Daughter 73 0.2603 0.4418 0 1 Couple no children 73 0.0685 0.2543 0 1 Single 73 0.1644 0.3732 0 1
Others (like widow) 73 0.0548 0.2292 0 1
Family situation Reference=With children younger than 5 years old
With children between 5-12 years old 43 0.3256 0.4741 0 1
With children older than 12 43 0.1628 0.3735 0 1
No kids 43 0.3721 0.4891 0 1
Number of people at home Reference=1
2 69 0.2464 0.4341 0 1
3 69 0.1304 0.3392 0 1
4 69 0.2464 0.4341 0 1
5 69 0.1594 0.3687 0 1
6 69 0.0435 0.2054 0 1
Home property Reference=Own property
Rented 71 0.4789 0.5031 0 1
Other 71 0.1690 0.3774 0 1
Monthly economic resources Per household
Less than 1,000 € 61 0.2459 0.4342 0 1
1,001 - 2,000 € 61 0.1967 0.4008 0 1
2,001 - 3,000 € 61 0.0820 0.2766 0 1
4,001 - 5,000 € 61 0.0492 0.2180 0 1
More than 5,000 € 61 0.0656 0.2496 0 1
Driving License? Yes=1 72 0.5139 0.5033 0 1
Car ownership Yes=1 71 0.5211 0.5031 0 1
Moto ownership Yes=1 62 0.0000 0.0000 0 0
Bike ownership Yes=1 65 0.7231 0.4510 0 1
Main transport mode Reference=Car-driver
Car-passenger 73 0.0959 0.2965 0 1
Walking 73 0.3288 0.4730 0 1
Public transport 73 0.0822 0.2766 0 1
Bike 73 0.0274 0.1644 0 1
Transport costs per week In Euro 45 20.1556 15.8171 0 60
Car necessity for activities Yes=1 57 0.4561 0.5025 0 1
Monthly ticket pass Yes=1 71 0.1972 0.4007 0 1
Occupation Retired=1
University student 72 0.1389 0.3483 0 1
Qualified worker 72 0.1667 0.3753 0 1
Non qualified worker 72 0.0556 0.2307 0 1
Unemployed 72 0.4722 0.5027 0 1
[FIGURES] 596 597 598 599 600 601 602 603 604 605
Figure 1 – The SMT Artois Gohelle area in the Nord-Pas-de-Calais Region
Modal split (HTS of BBN) 22% 3% 71% 3% 1% Walking Bike Car Public transport Other modes Modal split (HTS of LLHC) 28% 3% 64% 3% 2% Walking Bike Car Public transport Other modes
(a) Our study area: HTS of Béthune-Bruay_Noeux (2005) (b) Our study area: HTS of Lens-Liévin-Hénin-Carvin (2006)
Modal split (HTS of Lille, 2006)
31% 2% 55% 10% 2% Walking Bike Car Public transport Other modes
Modal split in (France, ENTD 2008)
22% 3% 65% 8% 2% Walking Bike Car Public transport Other modes
(c) Modal split in Lille agglomeration (2006) (d) Average modal split in France (2008)
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